Driving gear for airships of the rigid type



June 9, l J. SCHUETTE y DRIVING GEAR PoR AIRsHIPs GRTHE RIGID TIPE F'iledNov. 2. 1929 2 sheets-sneer 2 Patented June 9,' 1931 omTi-:nfsfmras lwllazun oFFica JOHANN on mcHrEaFELnE-osr, lNimm. nEaLrN, GERMANY I I muv-me om son. 'Arasmrs or mman) ma Application led'iiovmber 2, 1929, Serial No.

The moving speed vof air-ship is influenced by and partially depends upon the resistance of the body of the air-shiplagainst atmospheric air and of the air-ship is intl besides that, t uenced by secondary rel si'stances opposed t'o-'the air by the cars the steering gear and other parts projecting rom the body of the air-ship. In order to reduce the resistance o f the motor cars, vthe same are usually made of a size only just suilicient for the engineer to beaccommodated therein 'and to carry out the absolutely necessary manipulations. It will vbe seen that the reduction of thesize of the motor cars in order to'corre-` spondingly reduce the resistance to the outer air, and theaccommodation necessary for the' attendance of the motorsare requirements of antagonistic nature which cannot complied with at the same time to the desired degrec. Moreover, there is. a vfurther disadvantage -inthat the airV resistance of the car and propeller must be sustained'wlthout any use, when lsomefof the motors are stopped and 2 out of order or non-operative during a long distance voyage. 1 1

The chief object of my invention is to reduce the air yresistance to Ja considerably higher degree than hitherto could be realized in connection with air-ships and with this object .in view I discard motor cars of the types heretofore constructed .and used in connection with air-ships, and I substitute therefor supporti armsvof the cantilever type pivovtally attac ed tothe framework structure of the air-shipand carrying at their free ends A -the motors and propellers so that each sup` porting arm together with the motor andprof Bller carried bythe same, will be adapted .to

moved to occupy an outer position for driving purposes and to be returnedand taken in to occupy an idle .or non-operative .position within the body of theair-shlp, when the pro- Y peller. is to be stopped and only a'reduced number of propellers shall work, or the mo.

tor requires repair land the like. Preferably I provide a'covering of the least possible air resistance for encasing the motor and the propeller. 'I'he aperture in the skin or envelope of the body of the air-ship provided for moving the cantilever arm supporting the e speedA ing description. objects which will vranged accordin constructiom an Figure 2 is a perspective `view of a single cantilever arm and motor and the, adjacent parts of the frameworkvstruc- 'nularjmembers of an air-ship of the rigid pellers side position.

404,318, and in Germany November 19, 1928i.

hand I improve thereby the access to the motors and propellers for repair purposes vand the like, when the pivotallymounted canti- Istoppe -for certain-reasons, and on the other -60 lever arm is moved .to occupy'a position with- 65 inthe body ofthe air ship. A The stated and other objectsof my invention will more fullappear from the followlavmg in view the said ore fully appear from the following descri therefrom, my invention consists in the novel devices, combinations lof devices, and improvements'set forth.'

The accompanying drawings, which are referred to herein and form a part thereof, 7

showY diagrammatically, by way of example, one embodiment of my invention as a plied to the framework structure of an airs 1p of the rigid type, which embodiment in connection with the-description herein will serve to explain the principles of'my invention more in detail. :Referring to the drawings.:

tion orwill be obvious 'Figure 1 is a view in cross-section of the framework structure. df an air-ship of the rigid type with four pivotally mounted cantilever arms and motors symmetrically arto the tenets of air-ship v tureon a somewhat larger scale.

-' The framework A isone of the 4main antype andffourpro ellers .are mounted upon t 1s work, two propellers B1 being shown in workin or outside position and two pro- 2 being illustrated in stopped or in- 'constructiona' `member 'of the frame- The motors C1and C2 and Propellers B1 and Bz are mounted in pairs comprising each one motor and one propeller, such as C1 and B1 or C2 and B2 on-supportin arms D1, and D, respectively, which are o the cantilever type and consist each of a rigid framing or rodward pivotall connected with the framework A so as to .adapted to turn about a horizontal axis E1 or E2, respectively, in order to be moved from the working or outside position, such as B1 in Figure 1', to the in means at the higher or outside position is indicated at F1, and F11 is the locking means for the inside or lower position of the motor.

Thus F1 and F2 are two locking means, the means F2 being at a higher level than the means F1.v 1

For the purpose of explaining the arrangementmore clearly a single sugporting arm with a motor C an ropeller 1s illustrated in Figure 2. As will be seen in the perspective view shown in Figure 2, the letter A denotes asection of an annular framing or member'of the framework structure 'of an air-ship and the supporting arm or carrier VD. composed of several duly struttedbars,

rods, tubes and the like, forms a kind of a rigid frame structure for the motor to be supported thereon which, as shown, is adapted to be turned about the axis E and locked at F1 inthe framework A, when inoutside or working, position.

All connections, operating levers and the like required for attending and operating the motor and extending from a post of duty provided at a suitable place, to the motor may be connected with appropriate mechanisms for voperation over and above the axis E.

In case of very large air-ships and increased eiciency the provision of suspended cars below the bod of the air-ship or laterally in the best possib e case, as hitherto usual, entails difficulties as regards the location and arrangement of the propellers in a manner that they will not or cannot overlap and interfere with each other. As will be seen in Figure 1,

the motors supported and arranged accord-v ing to my invention, so as to be capable of being swung out and withdrawn, can be lo` cated and arranged at any desired point even in the upper half of the circumference of the body of the air-ship, so that the number of propeller's can be corres ondingly increased.

Iy invention thus aiforthe further advantage of distributing the required eiciency to the' several propellers and choosing the best possible diameters thereof in a far more satisfactor manner than hitherto could be accomplis ed.

I have herein described and shown, by way present improvements, but it will be apparent that the invention is susceptible of embodiment in various other alternative forms, and I, therefore, reserve the privilege of resortmg to all such legitimate changes as may befairly embodied within the spirit and scope of the invention as claimed.

What I claim is 1. Driving gearfor air-shipsof the rigid type, comprising a supporting arm of the cantilever type pivotally mounted in the annular framework of the body of the air-ship and adapted to be'swung out into an outside position, and returned into an inside position within the framework of the body of the airship,and a motor and propeller supported by the said arm.

2. Driving gear for air-ships of the rigid type, comprlsing a framework member forming a supporting arm of the cantilever type pivotally mounted'in the annular framework structure of the body'of the air-ship and .of example, one practical construction of my to be swung out into an outside or operating position and returned into an inside or idle position within the framework structure of the body of the air-ship, a motor and propeller supported by the said arm, means for locking the supported arm in the outside or operatmg position, and means for locking the arm in the inside or idle position, the'first named means being located at a higher level than the second-named means.

4. A driving gear for air-ships of the rigid type, according to claim 1, wherein the sups porting arm is pivotally attached to an outer strut of the framework structure of4 the bod of the air-ship, said strut forming the osc` lating axis of the supportingarm.

5. lDriving gear for air-ships of the rigid 'i type, according to claim 1, wherein the supporting arm with a motor and propeller is pivotally connected with the framework structure of the body otthe air-ship at a point over and above the horizontal central plane of said body ofthe air-shi In testimony whereoI aix my` signature. f

. JOHANN scnurfrrn.` p. 

